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BANCROFT 
LIBRARY 

THE  LIBRARY 

OF 

THE  UNIVERSITY 

OF  CALIFORNIA 


Bancroft   Librai^ 

University  of  California 

WITHDRAWN 


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THE  PAN  AMERICAN  UNION 

L.  S.  ROWE       :       :       :       Director  Genera! 
P^RANCISCO  J.  YANES,  Assistant  Director 


Glances  at 

PORTS  AND  HARBORS 

around 

SOUTH  AMERICA 


WASHINGTON 
1921 


Bancroft  Library 

University  of  Cal:torr>?« 

WITHDRAWN 

5-  -|  O   •-»•  *1 

fteaooft  UbcuT 

GLANCES  at  PORTS  and  HARBORS 
AROUND  SOUTH  AMERICA 

By  William  A.  Reid,  Trade  Adviser,  Pan  American  Union 

THE  skipper  who  sailed  to  South  American  seaports  a  decade 
or  more  ago  found  it  necessary  to  anchor  his  ship  far  out  in  the 
harbor  or  roadstead,  as  the  case  happened  to  be,  and  passengers 
and  cargo  were  taken  ashore  in  launches,  rowboats,  or  lighters.  Mod- 
ern docking  facilities  were  few.  Today  in  many  ports  along  South 
America's  16,000  miles  of  seashore  the  lack  of  port  and  harbor  facilities 
is  still  a  handicap  to  shipping;  but  in  considering  the  more  important 
ports  we  find  that  millions  of  dollars  have  been  expended  on  improve- 
ments during  recent  years.  Indeed,  the  voyager  of  former  days  is 
amazed  on  revisiting  the  continent  to  see  the  marked  changes  that 
stand  today  as  monuments  of  progress.  Financial  outlays  have  been 
enormous;  yet,  in  numerous  cases,  the  work  already  completed  is  but 
a  portion  of  greater  facilities  that  have  been  planned  to  meet  the  grow- 
ing needs.  Each  port,  if  we  delved  into  details,  could  easily  furnish 
material  for  a  volume;  space,  however,  is  available  for  little  beyond  a 
statement  of  main  features  of  progress. 

Nature  has  been  kinder  to  the  mariner  in  providing  a  vast  number 
of  sheltered  bays,  inlets,  and  rivers  along  the  eastern  coast  of  the 
Continent  than  is  the  case  on  the  Pacific  side.  From  the  Straits  of 
Magellan  to  Panama  on  the  Pacific  there  is  nothing  to  compare  with 
the  natural  facilities  of  the  opposite  coast  line.  Thus,  the  stormier 
ocean  possesses  the  larger  number  of  havens  for  those  who  sail  the  seas. 

Comparing  South  America's  northern  shore  line  with  the  narrow 
southern  extremity  we  also  note  marked  contrasts.  In  the  north 
there  are  bays  and  rivers  offering  the  mariner  ample  protection,  and 
at  a  few  ports  the  waters  are  usually  so  tranquil  that  it  is  proverbially 
said  that  ships  may  be  anchored  by  hairs.  More  than  four  thousand 
miles  southward  the  Humboldt  current  sweeps  up  from  Antarctic 
wastes  and  with  its  winds  and  waves  dashes  against  the  1,400-foot 
sentinel.  Cape  Horn,  wdth  constant  and  well-known  fury. 

Sailing  southward  from  New  York  with  a  view  of  casually  inspecting 
some  of  the  port  improvements,  our  first  call  on  South  America  might 
be  at  Para,  that  great  rubber-shipping  center  which  gives  its  name 
to  vast  quantities  of  this  now  universally  needed  article.  Para,  or 
Belem,  as  it  is  officially  called  to  distinguish  it  from  the  State  of  Para, 
has  grown  because  the  world  has  annually  demanded  greater  quantities 
of  its  products,  or  perhaps  more  strictly  speaking,  the  products  that 


SOUTH    AMERICAN    PORT    IMPROVEMENTS — EAST    COAST  5 

come  down  the  40,000  miles  of  the  Amazon  and  its  tributary  rivers 
from  Bolivia,  Peru,  and  Brazil. 

In  a  recent  year,  3,637  steam  and  sailing  vessels  cleared  from  Para; 
they  carried  thither  more  than  $29,000,000  worth  of  goods  and  bore 
away  $48,000,000  in  rubber  and  other  tropical  products.  Only  a  glance 
at  this  enormous  trade  is  necessary  to  show  a  large  revenue,  for  the 
country  exacts  taxes  on  its  exports.  A  pleasing  and  growing  revenue 
suggested  better  port  facilities.  About  this  time  the  capitalist,  looking 
around  for  investments,  decided  on  Para,  and  the  Brazilian  Govern- 
ment granted  concessions  to  the  Port  of  Para  Co.,  a  Maine  (U.  S.  A.) 
corporation.  Two  years  later,  or  in  1909,  the  first  units  of  gigantic 
improvements  were  finished  and  inaugurated,  and  since  that  date  ships 
have  warped  to  modern  docks. 

Today  a  mile  or  more  of  wall  stretches  along  Para's  water  front,  and 
the  company  above  named  has  the  privileges  of  conducting  port  serv- 
ices, operation  of  warehouses,  quays,  etc.,  for  30  miles — nearly  equal 
distances  up  and  down  the  river  from  the  city  proper.  These  conces- 
sions continue  for  65  years,  or  if  additional  improvements  are  con- 
structed, the  privilege  may  be  extended  25  years. 

Para,  more  properly  speaking,  situated  on  the  Para  River,  is  nearly 
100  miles  from  the  ocean.  A  channel  30  feet  deep  leads  from  the 
main  river  to  the  actual  wall  where  ships  dock.  The  channel  requires 
frequent  dredging,  as  the  river  brings  down  a  vast  amount  of  silt  and 
much  of  the  latter  finds  its  way  seaward  via  Para.  The  largest 
steamers,  however,  are  able  to  go  to  the  docks  at  all  seasons,  and  mod- 
ern electric  cranes  handle  cargo  directly  from  the  many  new  warehouses 
that  line  the  waterfront.  The  city  itself,  with  its  250,000  people,  has 
improved  its  streets  and  parks  in  recent  years,  and  strangers  find  it 
interesting  largely  on  account  of  its  contact  with  upper  Amazon  life 
and  activity. 

Seven  hundred  miles  southeastward,  passing  many  smaller  ports, 
stands  Brazil's  most  eastern  city  and  port,  Pernambuco  (Recife). 
The  population  numbers  150,000  and,  by  reason  of  years  of  former 
Dutch  occupation,  the  city  has  possibly  a  more  Dutch-like  appearance 
than  any  other  of  Brazil. 

A  great  reef  extending  along  the  shore  for  many  miles  has  long  been 
an  obstacle  to  sea  commerce,  as  only  smaller  vessels  were  able  to 
navigate  the  shallow  course  into  the  inner  harbor.  The  traveler 
going  ashore  from  a  large  vessel  anchored  off  the  reefs  of  Pernambuco 
often  has  the  basket  experience — that  of  descending  into  the  ship 
tender  or  launch  by  this  means,  owing  to  rough  waters. 

Pernambuco  has  planned  to  spend  several  millions  more  in  pro- 
viding better  shipping  facilities.  Certain  parts  of  the  outer  reef  are 
to  be  blown  up  and  a  deep-water  course  thus  provided  for  entrance 


PHASES   Op-    CONSTRUCTION    WORK    AT    PERNAMBUCO,    BRAZIL. 

Upper:  The  great  breakwater  being  built  on  the  reefs  between  the  harbor  and  the  ocean.  Before  the 
construction  of  this  bulwark  the  waves  of  the  Atlantic  dashed  over  the  reefs  with  great  fury.  Lower: 
A  completed  section  of  the  wall  of  the'  inner  port.  Note  the  splendid  stonework,  the  material  for  which 
was  obtained  near  Pernambuco.     Back  of  this  wall  solid  earth  has  been  used  as  a  filler  and  the  sea  front 

considerably  enlarged. 


AT    THE    PORT    OF    BAIIIA,    UK../1L. 

Upper:  One  of  the  big  vessels  of  the  Lloyd  Brazileiro  (Brazilian  Line)  at  her  dock.     This  is  the  Minas 
Geraes,  and  is  a  fair  type  of  the  Brazilian  ships  plying  between  Brazil  and  New  York.     Lower:  Scene  on 

the  water  front  of  the  lower  city. 


8  THE    PAX   AMERICAN    UNIOX 

of  ships  into  the  inner  bay;  extensive  quay  walls,  additional  ware- 
houses and  other  improvements  for  making  a  first-class  port  are  in 
process  of  construction.  The  great  war  checked  operations  but  much 
has  already  been  accomplished,  such  as  the  building  of  breakwaters, 
sea  walls,  quarrying  stone,  and  in  otherwise  getting  the  work  well 
under  way. 

Southward  382  miles  stands  Brazil's  third  city  of  importance,  Bahia. 
This  city  has  completed  a  portion  of  the  port  improvements  which 
began  on  an  extensive  scale  in  1909,  and  which  were  inaugurated  four 
years  later.  When  the  plans  are  carried  to  completion  a  sum  of  more 
than  $20,000,000  will  be  represented  in  harbor  improvements.  Bahia 
will  have  added  a  wall  and  quay  500  to  600  feet  wide  for  a  distance  of 
2  miles.  Fifteen  or  more  warehouses,  each  300  by  65  feet,  are  included 
in  the  betterment  plans,  and  several  of  these  buildings  have  been  fin- 
ished and  are  in  use.  Steam  cranes,  some  of  which  are  already  in 
service,  range  in  lifting  capacity  from  3  to  10  tons. 

The  Bay  of  Bahia  is  25  miles  long  and  20  miles  wide  with  an  entrance 
about  2  miles  broad.  Usually,  we  see  ships  from  all  the  world  anchored 
in  or  moving  about  this  great  body  of  smooth  water. 

There  are  three  practical  methods  for  the  hurried  visitor  to  Rio  de 
Janeiro  (738  miles  southward)  to  see  one  of  the  world's  largest  and 
most  picturesque  harbors,  which  is  always  alive  with  ships  and  shipping. 
Sugar  Loaf  Peak,  guarding  the  entrance  from  the  Atlantic,  stands 
nearly  1,000  feet  above  the  placid  waters  by  which  it  is  almost  sur- 
rounded. An  aerial  cable  railway  operating  hanging  cars  was  con- 
structed from  lower  levels  to  the  top  of  this  great  sentinel.  The  view 
over  the  harbor,  bays,  and  inlets  is  intensely  beautiful.  Corcovado, 
almost  double  the  height  of  the  nearer  peak,  rises  commandingly  over 
the  city  and  ofTers  a  still  better  and  grander  view.  After  seeing  the 
harbor  in  this  manner  we  take  a  steam  launch  and  spend  a  day  in  little 
voyages  here  and  there  about  the  bay,  large  enough  to  shelter  the  ships 
of  many  nations,  being  17  miles  long  and  15  miles  wide.  The  bottle- 
like entrance  is  considerably  less  than  i  mile  in  width. 

A  few  years  ago  the  vessel  arriving  at  Rio  de  Janeiro  cast  her  anchor 
a  half  mile  or  so  from  shore  and  passengers  and  freight  were  slowly 
landed  by  means  of  small  boats  and  lighters.  Today,  how  difTerentl 
The  ship  draws  up  to  one  of  the  vacant  spaces  along  the  miles  of  wall 
that  have  been  constructed  on  the  waterfront;  the  passenger  walks 
down  the  gang  plank  and  into  one  of  the  great  warehouses  standing  at 
intervals  along  the  wall. 

A  loan  of  over  $40,000,000  was  made  to  Brazil  by  the  house  of 
Rothschild,  and  in  1904  construction  of  Rio  de  Janeiro's  docks  on  a 
gigantic  scale  was  commenced.  A  commission  was  appointed  whose 
members  had  charge  of  the  various  phases  of  the  work.     The  plan, 


''"■R^. 


THREE    PHASES   OF    PORT    CONSTRUCTION    AT    RIO    DE    JANEIRO,    BRAZIL. 

Upper:  One  of  the  great  sea  walls  under  construction.     After  completion  the  water  on  the  left  of  the 

wall  was  drawn  to  the  outer  bay  and  the  area  filled  in  with  solid  earth.     Center:  Completed  section  of 

piers  showing  the  gigantic  cranes,  which  move  on  steel  tracks  as  required,  and  several  of  the  warehouses. 

Lower:  A  section  of  the  sea  wall  nearing  completion. 


HARBOR    AND    BAY    OF    RIO    DE    JANEIRO. 

Upper:  One  of  the  beautiful  passenger  landings  at  Rio  de  Janeiro,  known  as  the   Pharoux,  but 

not  so  generally  used  since  the  construction  of  larger  docks.     Lower:  A  view  of  the  Bay,  showing 

Botafogo,  a  residential  section  of  Rio  de  Janeiro. 


SOUTH    AMERICAN    PORT    IMPROVEMENTS EAST    COAST  11 

already  executed  to  a  large  degree,  called  for  the  filling  in  of  shallow 
areas  along  the  edge  of  certain  parts  of  the  bay  between  the  old  shore 
line  and  the  new  sea  walls.  The  first  space  behind  the  walls  was  set 
apart  for  cargo  loading  and  unloading,  next  a  wide  strip  of  land  was 
utilized  for  warehouses,  while  a  still  wider  space  was  destined  for  new 
avenues  in  connection  with  Beira  Mar,  Central,  and  other  famous 
thoroughfares  of  the  Brazilian  capital. 

To  the  engineer  and  the  builder  the  miles  of  walls  that  act  as  a 
buffer  against  the  breakers  or  that  serve  as  safe  anchorages  for  ships 
are  among  the  most  attractive  features  of  the  modern  development  of 
Rio  de  Janeiro.  The  stonework  is  a  marvel  of  beauty,  strength,  and 
permanency. 

The  next  great  seaport  south  of  Rio  de  Janeiro  is  Santos,  225  miles 
distant,  and  a  course  usually  covered  by  the  average  ship  in  a  night. 
Santos  is  especially  interesting  to  the  traveler,  as  it  is  the  world's 
greatest  coffee  mart.  If  one  arrives  between  August  and  January, 
the  season  of  shipping  activity,  he  will  see  the  docks  and  warehouses 
veritable  beehives  of  activity. 

Like  other  Brazilian  ports,  Santos  has  constructed  an  extensive 
quay  or  wall  along  the  waterfront,  this  improvement  extending  for 
nearly  3  miles.  Trains  loaded  with  coffee  are  run  onto  the  wall  and 
hydraulic  cranes  capable  of  raising  5  to  30  tons  or  more  do  the  work  of 
hundreds  of  men.  There  are  times,  however,  when  a  large  army  of 
laborers  carry  the  bags  of  coffee  aboard  ship.  Along  this  waterfront 
are  many  large  warehouses  lighted  by  electricity,  modernly  venti- 
lated, fitted  with  traveling  cranes,  and  otherwise  provided  for  handling 
coffee  on  a  gigantic  scale.  Brazil's  average  crop  is  approximately 
12,000,000  sacks  of  60  kilos  (132.76  pounds)  each,  the  great  bulk  of 
which  is  shipped  from  Santos. 

The  port  of  Rio  Grande  do  Sul  is  about  600  miles  south  of  Santos. 
Along  the  southeast  shore  of  Brazil  lie  several  lakes  and  lagoons,  the 
largest  being  Lagoa  dos  Patos,  a  body  of  water  extending  north  and 
south  150  miles  with  a  width  of  from  10  to  40  miles,  separated  from 
the  ocean  by  a  sand  dune  strip  averaging  5  miles  in  width.  A  num- 
ber of  rivers  and  lagoons  pour  their  waters  into  the  larger  lake;  the 
latter  empties  into  the  Atlantic  by  the  Rio  Grande  do  Sul,  more  like 
an  arm  of  the  sea  than  a  river. 

Three  Brazilian  ports  are  reached  through  this  waterway:  Rio 
Grande  do  Sul,  Pelotas,  and  Porto  Alegre,  rivals  for  maritime  trading, 
although  the  average  ocean  vessel  can  go  no  farther  than  the  first 
mentioned  port.  The  populations  of  these  cities  are  30,000,  35,000, 
and  150,000,  respectively.  The  former  being  the  ocean  port  (8  miles 
from  the  sea),  it  is  there  that  millions  of  dollars  have  been  spent  in 
dredging  and  improving  the  harbor.     To  some  extent  at  least  the 


i-^'^'-fi 


14  THE    PAN    AMERICAN    UNION 

outward  flow  of  water  was  made  to  deepen  its  own  channel  by  the 
construction  of  especially  arranged  concrete  sea  walls  and  jetties. 
In  the  harbor  proper  much  land  has  been  reclaimed  behind  the  new 
wall,  the  latter  now  being  of  sufficient  length  to  accommodate  from 
7  to  10  average-size  merchant  vessels  at  the  same  time.  Powerful 
and  modern  facilities  for  handling  cargo  are  in  use.  There  are  numer- 
ous warehouses.  The  port  properties  are  controlled  by  the  Brazilian 
Railway  Co.  and  its  trains  run  directly  onto  the  dock  wall,  alongside 
of  which  ships  of  25-feet  draft  or  more  may  anchor. 

Those  who  have  not  seen  Montevideo  for  a  decade  or  longer,  and 
who  were  accustomed  to  view  the  tedious  handling  of  cargo  as  drivers 
urged  their  mule  carts  out  into  the  water  of  the  sandy  beaches  and 
there  delivered  products  to  lighters  for  another  transshipment  aboard 
the  ship  in  the  bay,  will  be  amazed  to  inspect  the  port  facilities  today. 

The  Bay  of  Montevideo  may  be  compared  in  form  to  a  gigantic 
horseshoe  opening  toward  the  southwest,  the  entrance  between  Lobos 
and  San  Jose  points  being  about  2  miles  wide.  The  harbor  is  not 
naturally  a  deep  one  and  a  vast  amount  of  dredging  has  been  done  to 
accommodate  the  constantly  increasing  ocean  traffic. 

Early  in  1901  the  Government  of  Uruguay  began  work  on  a  very 
extensive  scale  to  deepen  the  harbor  and  to  construct  the  port  on 
modern  lines.  Among  the  first  purchases  was  dredging  machinery 
which  cost  the  sum  of  $1,000,000,  an  outlay  which  at  once  suggested 
the  important  work  to  follow  its  use.  For  10  years  thereafter  Uruguay 
expended  more  than  $1,000,000  annually  for  improving  Montevideo's 
shipping  facilities,  not  to  mention  the  large  funds  spent  on  her  inland 
ports,  and  by  1910  a  sum  in  excess  of  $15,000,000  had  been  paid  for 
the  work.  Not  only  has  dredging  been  continued  but  sea  walls  or 
breakwaters  have  gradually  been  lengthened  into  the  harbor.  The 
eastern  wall  is  more  than  3,000  feet  long,  while  the  western  one  is 
nearly  a  mile  in  length.  At  the  end  of  each  wall  is  a  flashing  light  to  aid 
the  mariner. 

The  main  provisions,  which  have  been  carried  out  to  a  considerable 
extent,  call  for  dredging  certain  portions  of  the  harbor  to  a  depth  of 
32  feet  below  low-water  mark;  another  area  has  been  deepened  to 
16  feet  below  low  water,  the  latter  for  the  use  of  smaller  coasting  ves- 
sels. There  are  several  moles  completed  and  alongside  of  these  ocean 
ships  now  warp  for  the  discharge  and  loading  of  passengers  and  cargo. 
One  of  these  moles  has  15  traveling  cranes  and  6  fixed  ones,  all  worked 
by  steam  and  capable  of  lifting  from  2  to  4  tons.  Other  completed 
moles  are  similarly  equipped,  while  additional  moles  planned  or  under 
construction  will  ofTer  still  better  facilities.  Several  floating  cranes 
are  owned  by  the  company  working  on  the  contract,  one  of  which  has 
a  50-ton  capacity. 


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SOUTH    AMERICAN    PORT    IMPROVEMENTS — EAST   COAST  17 

To  defray  a  portion  of  expenses  of  port  improvements  Uruguay 
levied  what  is  termed  a  "patente,"  or  tax,  of  3  per  cent  on  imports 
and  I  per  cent  on  exports  of  Montevideo.  In  a  lo-year  period  these 
taxes  amounted  to  more  than  $12,000,000,  or  in  excess  of  $1,000,000 
a  year. 

Montevideo  has  not  only  improved  harbor  and  docking  facilities 
but  has  devoted  a  large  sum  of  money  to  building  lighthouses,  installa- 
tion of  submarine  bells,  harbor  buoys,  wireless  telegraph,  etc.  The 
Cerro,  or  hill,  which  is  said  to  have  been  a  point  for  which  Magellan 
steered  his  little  fleet  centuries  ago,  now  serves  as  a  signal  and  wireless 
station.  It  dominates  the  city  and  surrounding  country  for  miles, 
and  most  visitors  consider  the  historic  hill  a  place  of  special  interest 
and  worthy  of  a  visit  on  a  drive  about  the  city. 

Not  all  of  the  waterfront  of  Montevideo  has  been  turned  over  to 
trade  and  traffic.  Indeed,  sections  of  the  long  sandy  beaches  have 
been  made  into  playgrounds  for  the  people,  and  it  is  there  we  find  many 
amusement  features  of  the  modern  pleasure  resort  and,  during  the 
days  of  summer,  a  vast  throng  of  citizens  enjoying  the  sea  bathing  and 
the  delightful  casinos  and  hotels  for  which  Montevideo  is  famous. 

The  Rio  de  la  Plata  (river  of  silver),  so  named  by  Sebastian  Cabot, 
who,  according  to  fragmentary  history,  observed  natives  of  the  region 
wearing  crude  ornaments  made  of  silver,  is  really  an  arm  of  the  sea 
extending  150  miles  inland.  The  river  is  120  miles  wide  at  its  mouth 
and  at  the  confluence  of  the  Uruguay  and  the  Parana  this  great  width 
has  decreased  to  about  4  miles.  Unfortunately  the  Plata  is  com- 
paratively shallow,  and  for  this  reason  a  vast  amount  of  dredging  has 
been  necessary  in  order  to  deepen  the  channels  for  the  larger  ocean 
vessels  of  today. 

Buenos  Aires  is  about  130  miles  from  the  ocean,  and  this  great  port 
officially  includes  La  Plata,  a  smaller  but  growing  shipping  center  40 
miles  nearer  the  sea.  For  20  miles  or  more  below  Buenos  Aires  the 
river  has  been  dredged,  and  today  a  channel  adnijitting  the  largest 
ships  (at  most  seasons)  is  in  use.  The  rapidly  growing  trade,  how- 
ever, caused  a  new  impetus  to  port  facilities,  and  in  191 1  a  contract 
for  improvements  was  made  calling  for  an  outlay  of  more  than  $24,- 
000,000  gold.  A  short  time  thereafter  these  gigantic  plans  were 
started  and  have  progressed  with  gratifying  results,  although  it  may 
be  several  years  before  the  whole  system  can  be  finished  and  put  into 
operation. 

From  the  main  channel  up  the  Plata  there  are  shorter  channels 
leading  to  two  extensive  basins  within  which  are  include'd  more  than 
600,000  square  meters.  There  are  a  great  number  of  warehouses, 
many  of  which  are  the  property  of  the  Government,  while  others  are 
privately  owned.     To  operate  the  gigantic  cranes,  hydraulic  power  is 


2  „,  <s 


20  THE    PAN    AMERICAN    UNION 

used,  and  in  a  single  case,  which  is  fairly  illustrative  of  many  others, 
10,000  tons  of  grain  may  be  handled  in  a  lO-hour  day.  This  ware- 
house company  has  a  capacity  for  storing  120,000  tons  of  wheat,  and 
attached  thereto  is  a  mill  with  a  daily  output  of  4,000  bags  of  flour. 
For  miles  along  the  water  fronts  of  the  two  basins  already  mentioned 
and  on  both  sides  of  the  Riachuelo,  a  tributary  of  the  Plata  which 
serves  as  a  part  of  the  Buenos  Aires  port,  one  may  see  at  all  times  an 
array  of  steam  and  sailing  ships  from  all  parts  of  the  world.  In  a 
recent  year  the  vessels  that  cleared  the  port  numbered  2,588  carrying 
away  60  per  cent  of  the  entire  foreign  trade  of  the  country. 

Reviewing  the  actual  work  already  accomplished  on  the  extensive 
improvements,  it  was  shown  of^cially  that  certificates  of  work  for 
$5,561,528  gold  had  been  approved.  New  quays  will  cover  more  than 
100  acres  and  be  served  by  30  or  more  miles  of  dock  railroads. 

Argentina's  most  important  southern  outlet  is  Bahia  Blanca,  500 
miles  south  of  Buenos  Aires,  on  the  great  bay  of  the  same  name.  The 
trade  of  the  port  in  recent  years  has  gone  forward  by  leaps  and  bounds, 
a  condition  largely  influenced  by  the  enterprise  of  the  railways  center- 
ing there  and  which  spread  fanlike  to  interior  regions  of  the  country. 
In  35  years  Bahia  Blanca  has  grown  from  2,000  to  50,000  population 
and  millions  of  dollars  have  been  spent  on  the  ports,  known  as  Ingen- 
iero  White  and  Gal  van.  In  the  year  191 2,  these  two  ports  reached 
their  greatest  activity,  and  the  exports  of  grain  amounted  to  1,759,200 
metric  tons,  while  the  shipment  of  wool  showed  a  total  of  93,800  metric 
tons.  More  than  400  steamships  participated  in  this  trade  during  the 
same  year. 

At  Ingeniero  White  the  first  steel  mole  constructed  has  a  quayage  of 
more  than  3,000  feet  and  can  berth  at  least  10  vessels  at  the  same 
time,  the  water  depth  being  from  25  to  30  feet.  A  wooden  mole  with 
space  of  754  feet  was  specially  constructed  for  handling  large  volumes 
of  grain  in  the  shortest  space  of  time,  a  necessity  during  the  busy 
season.  This  mole  and  the  electrically  driven  machinery  make  it  pos- 
sible to  embark  10,000  tons  of  grain  in  a  single  day.  A  number  of 
other  moles  act  as  auxiliary  facilities,  and  all  of  these  are  equipped  with 
the  most  modern  machinery  known  to  ports  and  harbors  in  any  land. 

Galvan,  unit  of  the  larger  port,  is  located  on  land  reclaimed  from 
river  swamp.  This  is  also  modern  in  design  and  equipment  and  has 
accommodation  for  at  least  12  large  vessels  at  long  quays  constructed 
of  masonry;  these  quays  are  served  by  30  railway  tracks  onto  which 
trains  loaded  with  grain  are  run  as  they  come  from  the  interior.  Ad- 
ditional traffic  facilities  are  under  construction. 

Among  the  interesting  features  of  the  port  of  Bahia  Blanca  are  the 
giant  grain  elevators  which  pour  forth  their  valuable  product  directly 
into  the  ship's  hold  as  the  vessel  lies  alongside  the  pier.     Two  of  these 


THE  RIACHUELO,  BUENOS  AIRES. 
The  Riachuelo,  a  tributary  of  the  Plata,  serves  as  a  part  of  the  Buenos  Aires  port. 


LA  PLATA.  ARGENTINA. 

A  part  of  the  port  of  La  Plata,  showing  the  deep-water  canal  and   facilities  on  either  side  for  han- 
dling cargo.    Ocean  vessels  draw  up  alongside  the  great  meat-packing  plant  located  there  and  load  foods 
directly  from  cold-storage  warehouses. 


Photo  by  Underwood  ir  i' nd,r-ci<n,l. 

TRAFP^IC    FACILITIES   AT    BAHIA    BLANCA,    ARGENTINA. 

Upper:  This  view  of  a  portion  of  the  harbor  facilities  at  Ingeniero  White  shows  the  plans  adopted  for 
saving  time  and  labor.     The  many  tracks  in  the  foreground  are  on  the  mainland.     Lower:  A  part  of 
the  docks  of  the  Southern  Railway.     This  road  penetrates  Argentina's  southern  wheat  belt  and  its 
trains  run  directly  onto  the  docks  and  are  unloaded  mechanically. 


SOUTH    AMERICAN    PORT    IMPROVEMENTS — EAST    COAST 


23 


immense  buildings  each  have  a  capacity  for  storing  26,000  tons  of 
cereals;  and  into  each  building  cars  bearing  45  tons  of  grain  are  run 
and  quickly  mechanically  unloaded.  A  5,000-ton  ship  may  be  fully 
loaded  in  from  6  to  8  hours. 

A  few  miles  from  Bahia  Blanca  is  Argentina's  southern  naval  base, 
at  which  there  are  usually  stationed  a  number  of  war  vessels.  A  dry 
dock  was  recently  finished  which  receives  the  giant  sea  fighters, 
Rivadavia  and  Morena,  each  of  28,000  tons  displacement.  As  this 
dock  is  now  the  largest  in  South  America  it  may  be  of  interest  to  note 
some  of  its  dimensions.  First,  the  contract  for  the  structure  was  let 
in  191 1  and  three  years  thereafter  the  excavations  and  preliminaries 
were  completed.  The  total  cost  has  been  more  than  $6,500,000,  not 
including  half  a  million  additional  for  the  latest  machinery  with  which 
the  dock  is  equipped.  It  is  600  feet  long,  32  feet  wide  at  base,  120 
feet  wide  at  top.  Five  pumps  are  used  to  discharge  the  water,  and 
when  all  are  working  it  requires  only  i\  hours  to  empty  the  dock. 
Engineers  Huergo  and  Gigliaza  and  Capt.  Maurette,  of  the  Argentine 
Navy,  designed  and  constructed  this  great  work.  The  basin  on  which 
the  dock  is  located  has  been  dredged  to  33  feet,  a  channel  sufficiently 
deep  to  admit  the  larger  vessels  of  the  present  time. 


''i?^ 


J" 


■■^^^^-i^—^^flri^ 


■  ^m--  i 


ONE  OF  THE  GIANT  GRAIN  ELEVATORS  AT  BAHIA  BLANCA. 

Loaded  trains  from  the  interior  are  quickly  handled,  the  grain  passing  into  the  elevator  for  the  cleaning 
process  before  entrance  into  the  many  chutes  leading  to  the  ship's  hold. 


SOUTH    AMERICAN    PORT    IMPROVEMENTS — WEST   AND    NORTH        25 

WEST  AND   NORTH   COASTS 

Along  the  west  coast  of  South  America  the  productive  regions  do 
not  as  a  rule,  send  forth  their  products  to  a  few  trade  centers,  but 
to  many  small  shipping  points.  Chile  alone  is  credited  with  more  than 
60  ports;  Peru,  Ecuador,  and  Colombia  have  many  more.  Conse- 
quently, there  are  not  many  ports  comparable  in  size  and  expenditure 
to  those  of  the  opposite  side  of  the  continent. 

Concepcion  Bay  Is  Chile's  southern  naval  rendezvous,  and  on  this 
bay  lies  Talcahuano,  a  city  of  nearly  50,000  people.  Nine  miles  inland, 
and  connected  with  the  port  by  both  steam  and  electric  railways,  is 
the  southern  metropolis  of  Chile,  Concepcion,  with  nearly  double  the 
population  of  the  port.  Talcahuano,  Lota,  and  Coronel,  not  far  dis- 
tant from  each  other,  form  a  cluster  of  leading  smaller  ports,  their 
importance  being  based  largely  on  the  fact  that  in  this  region  lie  the 
Chilean  coal  mines  which  supply  fuel  to  many  naval  and  merchant 
vessels. 

Talcahuano  has  a  good  anchorage  in  36  feet  of  water  half  a  mile 
from  shore.  Steamers  discharge  and  load  cargo  at  the  rate  of  600  to 
800  tons  per  day.  The  Government  crane  has  a  capacity  for  handling 
goods  up  to  40  tons.  There  is  a  dock  for  repairing  naval  and  com- 
mercial vessels.  During  recent  years  large  sums  of  money  have  been 
spent  in  dredging  and  in  the  construction  of  long  quay  walls,  all  of 
which  will  doubtless  be  continued  on  a  more  extensive  scale  as  funds 
become  available. 

Modernizing  and  improving  the  port  of  Valparaiso  is  perhaps  the 
most  spectacular  task  confronting  the  engineer  in  any  South  Ameri- 
can harbor.  The  large  bay  is  semicircular  in  form  and  opens  toward 
the  north — the  latter  fact  placing  the  ship  at  anchor  in  the  bay  at  a 
disadvantage  during  the  months  of  July,  August  and  September,  when 
storms  frequently  cause  damage.  Valparaiso  Bay  strikingly  contrasts 
with  the  conditions  prevailing  at  Montevideo  and  Buenos  Aires;  the 
former  being  extremely  deep  and  necessitating  vast  expenditures  in 
breakwater  construction,  while,  as  has  already  been  shown,  the  two 
Atlantic  coast  cities  suffer  the  handicap  of  shallow  water  harbors. 

At  Valparaiso  the  engineers  concluded  to  build  gigantic  hollow  cubes 
of  concrete,  of  50  feet  dimensions,  on  shore  and  then  float  them  to 
position.  In  February,  1917,  the  first  of  these  cubes  was  laid,  the  occa- 
sion being  marked  by  appropriate  ceremonies.  Scores  of  citizens  were 
"aboard"  this  first  giant  cube,  over  which  waved  Chilean  flags,  as  it 
was  towed  to  its  position  in  the  breakwater  line.  Stone  was  placed 
inside,  and  as  the  weight  increased  the  cube  finally  sank. 

The  improvements  at  Valparaiso  began  on  a  large  scale  in  1912, 
an   English   company   having  secured   the   contract,   which   involved 


rt  c 


Ort 


28  THE    PAN    AMERICAN    UNION 

$12,000,000.  A  space  covering  220  acres  will  be  made  safe  for  ships 
at  all  seasons.  A  few  of  the  main  features  mentioned  in  the  contract 
are  a  breakwater  about  1,000  feet  long,  a  quay  wall  2,000  feet  in 
length,  extension  and  improvement  of  the  fiscal  wharf  to  a  length  of 
more  than  1,000  feet,  a  jetty  820  feet  long  and  328  feet  wide  with  land- 
ing quays  on  both  sides,  a  vast  amount  of  filling  in  behind  quay  walls 
on  which  eventually  will  stand  many  more  warehouses. 

Much  of  the  work  at  Valparaiso  has  been  done  and  still  more  re- 
mains to  be  accomplished.  In  the  original  agreement  the  contractors 
were  to  complete  the  works  in  seven  years,  or  in  1917,  but  owing  to 
the  effect  of  the  great  war  delays  were  experienced  and  more  time  will 
be  necessary.  If,  however,  we  stand  at  the  country's  Naval  Academy, 
on  the  heights  overlooking  the  bay,  some  important  features  of  the 
plan  may  be  seen  in  almost  their  completed  form.  These  are  the  large 
warehouses  on  the  shore  and  the  new  quay  walls  which  are  in  the  form 
of  the  letter  T  with  the  top  of  the  letter  toward  the  bay.  On  the  out- 
side line  the  water  is  sufficiently  deep  for  large  ships;  inside,  on  the 
stem  of  the  so-called  letter,  smaller  vessels  may  be  moored.  Dredging 
near  the  shore  is  in  progress. 

The  new  port  of  San  Antonio,  40  miles  south  of  Valparaiso,  is  pro- 
gressing satisfactorily,  and  ships  may  draw  alongside  the  long  iron 
piers  and  discharge  and  load  cargo.  This  new  port  is  47  miles  nearer 
Santiago  than  is  Valparaiso,  and  the  object  of  its  construction  is  to 
relieve  the  older  port  of  the  traffic  congestion  that  often  existed. 
Furthermore,  the  railway  line  is  having  its  influence  in  developing  the 
country  between  Santiago  and  San  Antonio,  and  as  the  port  works 
draw  to  completion  doubtless  the  importance  of  the  new  outlet  will  be 
especially  marked. 

The  activity  of  capital  and  the  consequent  outflow  of  iron  ores  from 
the  Tofo  mines,  near  Cruz  Grande,  130  miles  north  of  Valparaiso, 
appears  to  be  responsible  for  the  construction  of  what  are  perhaps  the 
most  unusual  docking  facilities  along  the  entire  coast.  French  capi- 
talists owned  the  mining  properties,  which  were  acquired  a  few  years 
ago  by  North  American  interests.  A  new  railroad  from  the  port  to 
the  mines,  15  miles  inland,  was  built;  and  in  descending  the  grade  to 
the  port  electric  engines  generate  at  least  a  part  of  the  power  required 
to  pull  the  empty  cars  back  to  the  mine*.  The  former  French  oper- 
ators could  load  only  i  ,000  tons  of  ore  per  hour,  which  was  far  too  small 
an  amount  to  satisfy  the  new  company.  A  gigantic  dock,  therefore, 
was  planned  and  constructed.  This  dock  is  cut  out  of  the  precipitous 
coast;  and  its  bottom  level  is  about  40  feet  below  the  waters  of  the 
Pacific.  Reinforced  concrete  was  extensively  used  in  its  construction. 
Ships  are  able  to  enter  this  dock  and  receive  more  than  15,000  tons  of 
ore  per  hour — a  vast  amount  in  comparison  with  the  average  rate  of 


VALPARAISO.   CHILE. 

Upper:  Several  of  the  new  gigantic  cranes  for  handling  cargo. 

completed  docks. 


Lower:  A  view  of  portions^  of  the 


SOUTH    AMERICAN    PORT    IMPROVEMENTS — WEST    AND    NORTH        31 

loading  along  the  coast.  Railroad  trestles  along  the  sides  and  high 
above  the  dock  are  so  built  that  trains  from  the  mines  discharge  the 
ore  directly  from  car  to  ship,  thus  saving  the  tedious  service  of  lighter- 
ing cargo.  It  is  said  that  the  company  will  operate  its  own  ships, 
another  feature  of  production  and  marketing  that  is  possible  only  with 
enterprises  having  large  capital.  i 

Antofagasta,  600  miles  north  of  Valparaiso,  is  the  third  port  of  the 
country  in  commercial  importance,  and,  unfortunately  for  the  place, 
its  port  improvements  have  not  kept  pace  with  the  general  progress 
and  upbuilding  of  the  city.  The  latter  has  probably  modernized  more 
rapidly  than  any  other  Chilean  city  in  a  similar  space  of  time,  and  these 
features  include  almost  all  phases  of  economic  growth,  such  as  newly 
paved  streets,  sidewalks,  motor  busses,  sewerage,  new  buildings,  etc. 
Antofagasta,  like  Sao  Paulo  in  Brazil,  is  situated  almost  on  the  Tropic 
of  Capricorn. 

The  lack  of  shipping  facilities  is  seriously  felt,  and  plans  are  on  foot 
for  securing  a  foreign  loan  in  order  to  construct  adequate  improve- 
ments. A  large  area  of  reefs  fronting  the  city  will  be  used  for  recla- 
mation purposes,  a  breakwater  will  be  constructed,  and  extensive 
quays  provided.  The  cost  of  these  improvements  is  estimated  at 
something  more  than  $8,000,000,  and  if  a  loan  is  raised  the  interest 
rate  will  be  6  per  cent  and  the  amortization  about  2  per  cent. 

Iquique,  claiming  a  population  of  30,000,  lies  830  miles  north  of 
Valparaiso  and  is  the  country's  second  port  of  commercial  importance. 
Its  exports  are  approximately  double  those  of  Valparaiso  and  are 
mainly  the  well-known  nitrate  and  other  mineral  products.  In  im- 
ports, however,  Iquique  falls  behind  Valparaiso.  Like  the  larger  city, 
Iquique  has  planned  extensive  port  improvements,  and  no  doubt  the 
present  prosperity  of  the  country  will  give  renewed  impetus  to  these 
proposed  facilities. 

Peru  has  a  dozen  or  more  larger  ports  on  the  Pacific,  of  which 
Mollendo  and  Callao  are  the  most  important.  From  all  of  her  ports, 
Amazon  and  Pacific,  Peru  shipped  in  a  recent  year  more  than  $130,- 
000,000  worth  of  raw  products  and  purchased  abroad  $58,389,986  in 
return,  or  conducted  a  foreign  trade  of  more  than  $189,000,000.  A 
large  portion  of  this  commerce  was  doubly  handled — -that  is,  from  pier 
to  lighter  and  from  lighter  to  ship  and  vice  versa. 

Mollendo  is  the  important  southern  port  of  Peru  and  the  starting 
point  of  the  railway  between  the  Pacific  and  Lake  Titicaca  and  other 
inland  regions.  The  surf  and  sea  swell  at  this  port  are  heavy,  espe- 
cially during  June,  July,  October  and  November.  Ships  anchor  a 
mile  or  more  out  in  the  roadstead,  and  everything  must  be  trans- 
ported ashore  by  smaller  craft.  An  island  near  the  shore  has  been 
utilized  as  a  sea  buffer,  and  all  boats  direct  their  courses  accordingly 


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THREE    IMPORTANT    c  lllMvAX     I'ORTS. 

Top:  Iquique,  showing  pier  extending  out  into  the  harbor  where  the  lighters  are  loaded  and  un- 
loaded. Tquique  is  Chile's  second  port  in  commercial  importance,  being  chief  nitrate  port  of  the 
country.  It  is  located  about  830  miles  north  of  Valparaiso  and  has  a  population  of  about  30,000. 
Center:  A  section  of  Taltal  harbor,  Province  of  Antofagasta.  Bottom:  Antofagasta,  the  third  most 
important  port  of  Chile,  is  situated  about  600  miles  north  of  Valparaiso,  almost  on  the  tropic  of  Cap- 
ricorn, and  is  in  the  nitrate  region.  Extensive  port  improvements,  to  cost  about  S8, 000, 000,  have 
been  planned  and  will  soon  be  started. 


34  THE    PAN    AMERICAN    UNION 

and  unload  passengers  and  freight  behind  the  island  in  somewhat 
protected  waters.  Considerable  improvements  in  recent  years  in  sea 
walls,  and  a  number  of  steam  cranes  having  a  capacity  up  to  20  tons, 
make  the  loading  and  unloading  of  cargo  much  more  expeditious  than 
formerly.     Northward  480  miles  is  Callao. 

Callao  is  the  only  Peruvian  port  where  modern  docking  facilities 
have  been  completed,  although  several  other  places  have  such  im- 
provements in  contemplation.  At  other  ports  the  long  iron  pier  is 
used  in  handling  cargo  which  arrives  on  the  pier  in  trains  directly 
from  the  interior. 

At  Callao,  although  the  docks  are  extensive,  they  have  been  found 
at  times  inadequate,  and  additions  are  proposed.  A  few  years  ago 
Dutch  engineers,  at  the  request  of  the  Peruvian  Government,  investi- 
gated the  possibilities  of  port  improvements,  one  feature  of  which 
was  the  joining  of  a  near-by  island  and  the  mainland  at  La  Punta, 
with  modern  docks  and  piers  between  the  two  points. 

For  many  years  prior  to  1912  a  French  company  held  exclusive 
control  of  the  loading  and  the  unloading  of  vessels  within  the  port, 
and  certain  privileges  are  still  retained  by  this  company.  One  strik- 
ing feature  in  connection  with  Callao's  shipping  is  the  arrival  of  a 
larger  number  of  steamships  bearing  the  flag  of  the  United  States. 
Formerly  it  was  customary  for  from  30  to  40  United  States  sailing 
vessels  to  call  at  Callao,  bearing  lumber  cargoes,  but  the  presence  at 
diflferent  times  of  an  increased  number  of  steamships  causes  comment, 
as  well  as  the  unloading  of  greater  quantities  of  manufactured  products 
from  the  United  States. 

Callao  is  credited  with  35,000  population,  and  in  recent  years  per- 
haps nothing  has  been  more  important  for  the  city  than  the  new 
sewerage  system  completed  in  191 3. 

Passing  northward  from  Callao  there  are  several  ports  before  reach- 
ing Paita,  the  most  northern  (of  importance)  and  one  of  the  best  ports 
on  the  entire  coast  of  Peru.  Being  located  within  the  rapidly-develop- 
ing petroleum  region,  Paita  is  destined  to  grow  and  no  doubt  will  soon 
find  it  necessary  to  give  more  attention  to  improving  shipping  facilities. 
Here  the  traveler  usually  procures  a  fine  Panama  hat  or  two  from 
native  merchants,  who  surround  the  steamship  as  she  lies  at  anchor 
far  out  in  the  bay.     A  long  iron  pier  from  the  shore  aids  traffic. 

Northward,  215  miles  from  Paita,  the  ship  enters  the  harbor  of 
Guayaquil,  Ecuador's  chief  commercial  city.  The  70-mile  sail  up 
the  Guayas  River  from  the  ocean,  especially  if  the  vessel  has  proceeded 
from  the  rainless  coast  of  Chile  and  Peru,  offers  delightful  contrasts  in 
beautiful  tropical  foliage  and  picturesque  surroundings.  The  depth 
of  the  river  admits  vessels  drawing  22  feet  of  water. 

The  "marina"  or  quay  wall  has  been  constructed  along  the  shore  of 


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38  THE    PAN    AMERICAN    UNION 

the  river  for  a  considerable  distance  and  is  capped  with  stone.  Ex- 
tending backward  is  a  broad  area  along  which  a  large  maritime  traffic 
is  received  and  dispatched.  The  port  proper  is  about  3  miles  long  and 
from  a  half  to  a  mile  broad,  with  a  depth  of  water  of  from  12  to  40 
feet.  Several  rivers,  such  as  Daule,  Bahahoyo,  etc.,  unite  with  the 
Guayas  above  Guayaquil,  and  the  tide  in  these  rivers  is  felt  from  50 
to  80  miles  inland.  The  rivers,  especially  during  the  rainy  season, 
provide  fluvial  arteries  for  steamers  of  considerable  size  for  many  miles, 
in  some  cases  to  Zapotal,  200  miles  distant. 

The  harbor  of  Guayaquil  delights  the  average  traveler  with  its  num- 
ber of  small  sailing  vessels,  many  of  which  have  the  appearance  of 
oriental  form  and  life  and  which  transport  to  Guayaquil  a  vast  quantity 
of  natural  products  gathered  by  natives  in  tropical  forests  along  the 
streams  mentioned.  The  large  ship  anchors  off  the  port  and  lighters 
transfer  the  products  between  vessel  and  shore  and  at  the  rate  of  about 
8  tons  per  hour  from  each  hatch  of  a  ship. 

Recent  years  have  seen  marked  improvements  in  Guayaquil's  pre- 
paredness for  handling  a  larger  amount  of  foreign  trade.  Not  the 
least  important  are  the  sanitary  improvements  and  other  modernizing 
works  in  progress  in  and  around  the  city. 

Quite  a  number  of  small  sailing  vessels  are  constructed  in  Ecuador's 
ports  of  Data,  Morro,  Posorja,  etc.,  and  it  seems  probable  that  the 
present  demand  for  ocean  transportation  may  have  a  stimulating 
eflfect  on  local  work  of  this  nature,  which  in  recent  years  has  some- 
what declined,  at  least  in  the  building  of  ocean-going  craft. 

The  more  northern  ports  of  Ecuador  are  Manta,  Bahia,  and  Esmer- 
aldas.  From  each  of  these  ports  considerable  quantities  of  raw  prod- 
ucts are  shipped  annually,  but  as  yet  it  is  necessary  to  load  cargo 
by  the  old  method  of  the  small  boat  and  lighter.  At  each  of  these 
towns  railways  have  at  least  started  backward  into  the  country  and 
the  plans  of  their  promoters  are  to  carry  them  to  the  interior,  even- 
tually to  Quito  or  even  across  the  mountains  into  the  Amazon  region. 
With  such  new  routes  open  to  commerce  it  seems  probable  that  the 
seaports  must  soon  improve  and  modernize  their  facilities  for  handling 
greater  business. 

|-  Passing  from  Ecuadorian  waters  northward  the  vessel  goes  on  the 
bosom  of  the  Peruvian  current,  the  rate  of  the  latter's  movement 
being  from  25  to  35  miles  per  day  all  the  way  to  Panama,  a  distance 
of  nearly  800  miles. 

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about  the  halfway  point  of  her  western  coast.  Since  the  completion 
of  the  railroad  from  this  port  to  Cali,  80  miles  inland,  there  has  been 
considerable  endeavor  to  build  a  modern  port.  One  of  the  most 
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TWO    LEADING    PORTS    OF    COLOMBIA. 

Top:  View  of  the  steel  pile  pier  of  the  Barranquilla  Railway  &  Pier  Co.  (Ltd.).  at  Puerto  Colombia, 
the  actual  seaport  for  Barranquilla.  The  pier  is  4.000  feet  long,  extends  into  water  having  a  depth  of 
26  feet,  and  will  accommodate  five  ocean  steamers  at  one  time.  Bottom :  A  section  of  the  historic  sea 
wall  of  Cartagena.  Colombia,  a  landlocked  port  which  is  connected  with  the  sea  by  means  of  a  channel 
having  a  depth  of  30  to  40  feet,  sufficient  to  admit  large  ocean  vessels.  Although  the  port  has  been 
provided  with  extensive  wharves  for  many  years  the  growing  traffic  has  necessitated  the  planning  of 
improvements  which  will  enable  vessels  to  tie  up  to  the  railroad  wharves  and  greatly  facilitate  the 

handling  of  cargo. 


SOUTH    AMERICAN    PORT    IMPROVEMENTS — ^WEST    AND    NORTH        41 

now  under  way  by  specialists  engaged  for  the  purpose,  and  at  an  early 
date  no  doubt  Buenaventura  will  be  as  healthful  as  other  parts  of  the 
country. 

The  population  of  the  port  is  about  5,000,  and  the  town  is  located 
10  miles  from  the  mouth  of  the  river  of  the  same  name.  The  latter 
admits  vessels  drawing  25  feet  of  water  as  far  as  Buenaventura,  and 
possesses  many  natural  advantages  favoring  increased  maritime  trade. 
A  Federal  law  recently  passed  provides  for  the  Government's  co-opera- 
tion with  the  Pacific  Railway  Co.  in  order  to  secure  a  loan  for  harbor 
improvements  and  railway  extensions. 

Colombia  and  Venezuela  were,  by  the  opening  of  the  Panama  Canal, 
placed  directly  on  the  world's  highway  of  maritime  trade.  With 
the  return  of  normal  conditions  it  is  practically  certain  that  these 
two  nations,  so  wealthy  in  raw  products  needed  in  the  great  rebuild- 
ing era,  will  prosper  as  never  before.  The  ports,  therefore,  have  been 
the  subject  of  much  attention  and  some  improvements. 

Colombia's  principal  Caribbean  ports  are  Cartagena  and  Barran- 
quilla,  the  former  on  the  sea  and  the  latter  a  short  distance  up  the 
Magdalena  River.  The  course  into  Cartagena  harbor  (the  city  being 
on  an  island)  lies  along  shores  bedecked  with  mangroves,  palms,  and 
other  tropical  growth,  with  here  and  there  a  picturesque  cluster  of 
houses.  In  the  background  on  the  mainland  rise  a  series  of  hills,  and 
in  numerous  cases  the  prosperous  business  man  has  chosen  the  locality 
for  his  suburban  residence. 

The  port  of  Cartagena  is  landlocked  and  the  channel  leading  thither 
varies  from  30  to  40  feet,  or  is  sufficient  for  the  larger  ocean  vessels. 
Twenty-four  years  ago  extensive  wharves  were  constructed,  but  the 
growing  trade  demanded  better  facilities  for  handling  cargo.  The 
Government,  through  a  well-known  English  firm,  has  plans  for  im- 
proving the  city  of  Cartagena,  as  well  as  the  waterfront,  on  a  more 
extensive  scale  than  ever  before;  the  channel  entrance  is  to  be  changed 
and  deepened  to  the  railway  wharf,  onto  which  run  the  trains  from  the 
Magdalena  port  of  Calamar,  64  miles  away.  Passengers  and  consid- 
erable cargo  are  landed  at  Cartagena  directly  on  the  pier.  The  city 
has  about  30,000  people  and  the  most  interesting  feature  is  the  great 
sea  wall  constructed  around  the  city  many  years  ago  by  the  Spaniards 
at  an  outlay  of  millions  of  dollars. 

Unfortunately  for  Colombia,  the  port  of  Barranquilla  is  not  reached 
by  the  ocean  steamship  on  account  of  sand  bars  obstructing  the  mouth 
of  the  Magdalena.  In  order  to  remedy  this  natural  defect  the  Govern- 
ment has  had  engineers  make  a  study  of  the  possibility  of  dredging 
a  canal  or  of  deepening  the  river  so  that  large  ships  could  go  directly 
to  the  port  of  Barranquilla.  As  it  is  today,  the  smaller  ocean  port, 
Puerto  Colombia,  receives  the  large  cargo  vessels  and  a  railroad  about 


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44  THE    PAN    AMERICAN    UNION 

17  miles  long  is  used  to  transport  passengers  and  freight  between 
the  port  and  Barranquilla.  The  latter  has  40,000  people,  and  is  the 
headquarters  for  several  fleets  of  commercial  vessels  which  ply  up 
and  down  the  Magdalena. 

Voyaging  eastward,  the  leading  Venezuelan  ports  are  Maracaibo, 
Puerto  Cabello,  and  La  Guaira,  the  last  named  ranking  first  in  gen- 
eral importance,  with  the  others  in  the  order  mentioned.  In  each 
port  centers  a  large  amount  of  raw  products  destined  for  world  mar- 
kets, transported  thither  by  railroads  and,  in  the  case  of  Maracaibo, 
by  rail  and  also  by  small  craft  that  ply  the  waters  of  the  lake  of  the 
same  name.  In  fact,  Maracaibo's  export  statistics  show  a  larger 
amount  than  does  any  other  port  of  the  country.  In  this  region  of 
Venezuela  recent  years  have  seen  renewed  activity  in  petroleum  pro- 
duction, some  of  the  new  oil  having  been  used  in  Caracas  and  other 
cities.  During  the  present  year  crude  petroleum  will  perhaps  form  a 
very  important  article  of  export  from  Maracaibo,  and  the  harbor, 
always  alive  with  coasting  and  ocean  ships,  seems  destined  to  a  greater 
trade  than  ever  before.  In  a  recent  year  Maracaibo  exported  29  per 
cent  of  the  total  Venezuelan  products  sent  abroad. 

A  massive  old  fortress  guards  the  entrance  to  the  harbor  of  Puerto 
Cabello,  one  of  the  best  and  safest  of  the  Republic.  The  fortress  was 
constructed  more  than  300  years  ago  as  a  protection  against  the 
pirates  that  spread  terror  along  the  Venezuelan  coast.  Large  vessels 
now  dock  at  modern  piers  and  cargo  is  unloaded  and  loaded  directly 
from  ship  to  wharf  and  vice  versa.  One  of  the  important  adjuncts 
of  Puerto  Cabello  is  the  floating  drydock  which  can  handle  a  2,000- 
ton  ship.  Its  dimensions  are  282  feet  long,  80  feet  wide,  and  height 
of  walls  above  pontoon,  21  feet.  The  dock  has  already  proved  inval- 
uable for  use  of  large  and  small  vessels  trading  along  the  Venezuelan 
and  Colombian  coasts. 

Puerto  Cabello  has  about  20,000  population  and  is  the  terminus 
of  the  railroad  from  Valencia,  34  miles  inland.  Along  this  and  con- 
necting railways  and  through  the  port  passes  a  large  amount  of  com- 
merce, not  the  least  important  being  beef  cattle  for  export.  A  few 
years  ago  English  capital  constructed  a  modern  cold-storage  plant 
at  Puerto  Cabello  for  the  purpose  of  slaughtering  and  packing  Vene- 
zuelan cattle.  The  great  demand  for  food  has  given  a  renewed  im- 
pulse to  this  enterprise  and  the  port's  exports  during  a  recent  six 
months  period  amounted  to  23,783  metric  tons,  a  considerable  portion 
of  which  represented  the  value  of  beef  and  cattle  products. 

Long  before  reaching  La  Guaira,  the  chief  port  of  Venezuela,  the 
precipitous  shore  line  looms  high  above  the  tropical  waters,  domi- 
nated by  La  Silla  (the  saddle)  and  other  mountain  peaks,  the  sea 
and  mountain  combining  to  form  a  pleasing  picture.     The  old  method 


TWO    VEXEZUELAX    PORTS. 

Top:  The  port  of  La  Guaira.  Venezuela.  "The  old  method  of  anchoring  ships  in  the  roadstead  has 
passed  and  the  new  breakwaters  and  piers  make  it  possible  for  the  vessel  to  land  passengers  and  cargo 
directly  on  the  docks.  A  concrete  breakwater  of  recent  construction  extends  for  more  than  2,000  feet 
from  the  shore,  and  partially  incloses  an  area  of  nearly  100  acres  having  an  average  depth  of  28  feet." 
Bottom:  The  port  of  Carupano,  situated  on  the  northern  coast  of  \'enezuela  with  a  picturesque  moun- 
tain setting  for  a  background.  In  the  foreground  is  shown  the  recently  constructed  steel  pier  which 
extends  out  into  the  Caribbean  Sea. 


SOUTH    AMERICAN    PORT    IMPROVEMENTS WEST    AND    NORTH        47 

of  anchoring  ships  in  the  roadstead  has  passed  and  the  new  break- 
waters and  piers  make  it  possible  for  the  vessels  to  land  passengers 
and  cargo  directly  onto  docks.  A  concrete  breakwater  of  recent 
construction  extends  more  than  2,000  feet  from  a  point  on  shore, 
which  partially  incloses  an  area  of  nearly  100  acres,  having  an  average 
depth  of  28  feet.  This  depth,  of  course,  renders  the  harbor  waters 
suitable  for  all  kinds  of  vessels.  An  English  company  secured  certain 
concessions  from  Venezuela  and  constructed  the  breakwater  under 
many  difficulties,  as  in  numerous  cases  the  depth  of  water  along  its 
course  is  nearly  50  feet.  Other  concrete  quays  and  retaining  walls 
offer  additional  facilities  for  many  smaller  ships  that  trade  along 
the  coast  of  the  Republic.  On  the  whole,  more  than  $5,000,000  has 
been  spent  on  harbor  improvements,  which  include  a  number  of  ware- 
houses and  modern  equipment  for  handling  cargo  on  a  large  scale. 

A  massive  structure  behind  a  setting  of  mangrove  and  palm  trees 
has  long  served  as  a  customhouse;  and  it  is  to  the  credit  of  Vene- 
zuelan officials  that  goods  are  passed  with  unusual  dispatch.  In  the 
year  of  191 7  the  exports  and  imports  of  the  Republic  amounted  to 
more  than  $46,000,000,  a  large  portion  of  which  was  handled  by  the 
La  Guaira  customhouse.  About  four-fifths  of  the  exports  consist  of 
the  much  needed  products  of  coffee,  cocoa,  and  sugar. 

The  port  of  La  Guaira  is  connected  by  rail  with  the  capital,  23  miles 
inland  but  less  than  8  miles  air  line.  A  highway  also  leads  from  the 
port  to  the  capital  and  in  recent  years  improvements  in  this  road  have 
made  it  popular  with  automobile  owners.  An  electric  line  connects 
La  Guaira  with  the  summer  resort  of  Macuto,  about  6  miles  east- 
ward, where  sea  bathing  and  cooler  breezes  combine  to  make  the  resort 
especially  attractive  to  strangers  as  well  as  popular  with  the  people  of 
Caracas  and  surrounding  country. 

Guanta,  one  of  the  Republic's  eastern  ports  on  the  Caribbean,  has 
a  landlocked  harbor  and  facilities  for  docking  ocean  vessels.  This 
port  is  the  outlet  for  Barcelona,  a  few  miles  inland,  with  which  it  is 
connected  by  rail.  Guanta  is  the  outlet  for  the  coal  mines  of  Naricual, 
which  are  destined  to  more  active  exploitation  as  the  demand  for  fuel 
increases.     Many  cattle  also  are  shipped  annually  from  this  port. 


THE  PAN  AMERICAN  UNION  is  the  interna- 
tional organization  and  office  maintained  in 
Washington,  D.C.,  by  the  twenty-one  American 
republics,  as  follows:  Argentina,  Bolivia,  Brazil,  Chile, 
Colombia,  Costa  Rica,  Cuba,  Dominican  Republic, 
Ecuador,  Guatemala,  Haiti,  Honduras,  Mexico,  Nica- 
ragua, Panama,  Paraguay,  Peru,  Salvador,  United 
States,  Uruguay,  and  Venezuela.  It  is  devoted  to 
the  development  of  commerce,  friendly  intercourse, 
good  understanding  and  the  preservation  of  peace 
among  these  countries.  It  is  supported  by  quotas 
contributed  by  each  country,  based  upon  their  popu- 
lation. Its  affairs  are  administered  by  a  Director 
General  and  Assistant  Director,  elected  by  and  re- 
sponsible to  a  Governing  Board,  which  is  composed 
of  the  Secretary  of  State  of  the  United  States  and  the 
diplomatic  representatives  in  Washington  of  the 
other  American  governments.  These  two  executive 
officers  are  assisted  by  a  staff  of  international  experts, 
statisticians,  commercial  specialists,  editors,  trans- 
lators, compilers,  librarians,  clerks,  and  stenogra- 
phers. The  Union  publishes  a  Monthly  Bulletin  in 
English,  Spanish,  and  Portuguese,  which  is  a  careful 
record  of  Pan  American  progress.  It  also  publishes 
numerous  special  reports  and  pamphlets  on  various 
Pan  American  subjects  of  practical  information.  Its 
library,  the  Columbus  Memorial  Library,  contains 
50,000  volumes,  25,000  photographs,  175,000  index 
cards,  and  a  large  collection  of  maps.  The  Union  is 
housed  in  a  beautiful  building  erected  through  the 
munificence  of  Andrew  Carnegie  and  the  contribu- 
tions of  the  American  republics. 


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